Combined take-off and landing flap and control mechanism therefor



T. DE PORT Oct. 17, 1944.

COMBINED TAKE} OFF AND LANDING FLAP AND CONTROL MECH \NISM' THEREFOR 7 Sheets-Sheet 1 Filed NOV. 18, 1941 Oct. 17, 1944. 1-, 5 PORT 2,360,333

COMBINED TAKE OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR Filed Nov. 18, 1941 '7 Sheets-Sheet 2 Th'EopH/LE DEPO/QT Oct. 17, 1944. 1'. DE PORT 2,360,333

COMBINED TAKE OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR Filed Nov. 1 8, 1941 7 Sheets-Sheet 3 [vale/v70? THEOPH/LE 05 P0??- ay M W rag/var:

a. 17, 1944. T, DE PORT 2,360,333

COMBINEI J TAKE OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR Filed Nov. 18, 1941 7 Sheets-Sheet 4 5 "0705 86 I 6 I f Mora? &

a I I v 25 1 9 7/ /00 5 i 4' P r 5' so a b I\\ e 53 F 50! e. i 5 5 f! 4 l 4 C F76. 85 Hawk Noran/ p E 77 6 v l l .52 3 I 50 8 /N v N TOR THEOPH/LE as P027- T. DE PORT Oct. 17, 1944.

COMBINED TAKE OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR Filed Nov. 18, 1941 7 Sheets-Sheet 5 7- T0 ENE),

Oct. 17, 1944. 105mm 2,360,333

COMBINED TAKE OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR Filed Nov. 18, 1941 7 sheets-heet e Avvzzvroe THEOPH/LE DE P027- A ro/elven Oct. '17, 1944.

T. DE PoRT COMBINED TAKE OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR Filed Nov. 18, 1941 Patented Oct. 17, 1944 UNITED STATES PATENT OFFICE COMBINED TAKE-OFF AND LANDING FLAP AND CONTROL MECHANISM THEREFOR (Granted under the act of March 3, 1883, as amended April 30, 1928; 310 0. G. 757) 3 Claims.

The invention described herein may be manufactured and used by or for the Government for governmental purposes, without the payment to me of any royalty thereon.

This application is a continuation in part of my co-pending application Serial No. 289,240, filed August 9, 1939.

This invention relates to an airplane wing, and particularly to an auxiliary flap and control means therefor.

The use of split flaps, pivoted to the wings and operable as a brake for increasing the drag so as to enable the plane to land at a steeper angle and at a lower speed, is well known.

It is also well known to provide airplane wings with auxiliary wings rearwardly movable to increase the lift without appreciably increasing the drag. This increased lift reduces the length of run when taking off. Because of the increase in drag, the split flap is of little, if any, benefit in take-off. The extensible flap is somewhat detrimental to landing because it causes the airplane to float.

It is, therefore, an object of this invention to provide a member and associated control mechanism constituting a combined take-oil and landing flap which will efilciently perform the functions of each and which, when performing one function, does not have the detrimental properties of the other.

It is also an object of this invention to provide new and novel control mechanism for causing the inboard and outboard edges of the flap to reciprocate substantially abreast of each other.

Other objects of the invention will become apparent from the following description.

In the drawings:

Fig. 1 is a plan view of an airplane incorporating the invention with the flap in the extended position as in Fig. 4;

Fig. 2 is a cross-sectional view taken generally along the lines 22 of Fig. 1 but showing the flap in retracted and faired position;

Fig. 3 is a cross-sectional view taken generally along the same lines as in Fig. 2 but showing the flap in tilted position to aid in landing;

Fig. 4 is a cross-sectional view taken along the same lines as Figs. 2 and 3 showing the flap in extended position to aid in take-oil;

Fig. 5 is an enlarged detail view of the trailing edge of the wing showing the flap in faired position in full lines and in tilted position in dotted lines;

Fig. 6 is a detail view taken generally along the lines 6-6 in Fig. 5;

Fig. 7 is a detail view taken along the lines 11 of Fig. 5; r

Fig. 8 is a perspective view of a wing incorporating the extensible and tiltable flap and the commutator and slip ring construction for maintaining equality of advance of the edges of the p;

Fig. 9 is a view showing an arrangement for electrically connecting the two motors, one of which drives the inboard and the other the outboard edge of the flap, so that the edges will reciprocate substantially abreast.

Fig. 10 is a schematic view of the commutator segments showing the relative positions of the segments and brushes when the flap is moving to either extended or retracted position and the two edges of the flap are substantially abreast,

the two commutators on each shaft'being shown in the same plane with their corresponding slip rings for the sake of clarity.

Fig. 11 is a similar view but showing the arrangement of the commutators and brushes when the flap is moving to extended position and the outboard edge thereof is leading by "more than a predetermined amount.

Fig. 12 is a similar view but showing the arrangement of the commutators and brushes when the flap is moving to extended position and the outboard edge of the flap is lagging by more than a predetermined amount.

Fig. 13 is a similar view showing the relative positions of the commutators and brushes with the outboard edge leading in return by more than a predetermined amount.

Fig. 14 shows the relative positions of the commutators and brushes when the inboard edge is leading in return by more than a predetermined amount;

Fig. 15 is an exploded perspective view of the commutators and brushes showing the wiring thereof; and

Fig. 16 is a schematic view showing the angular arrangement of the commutator segments.

Referring to the drawings, and particularly to Fig. 1, the airplane wings 2 are each provided with the usual ailerons 3 and a combined air brake and take-oil flap 4.

Since the structure in each wing is the same, the construction and arrangement of the parts in one wing only will be described.

Wing 2 is formed with a recessed portion 52 in the under trailing edge thereof {or normally receiving the combined take-off and landing flap 4. Flap i is freely tiltably mounted on rod 5, which, in turn, is carried with freedom for rotative movement by carrier members and its, slidably supported in the wing.

As shown in Fig. 3, member 5 is suitably supported for sliding movement by a bearing t8 in the wing and a bracket i s on member it slidably engaging a guide Ell in the wing. Member to is similarly supported and guided. Motor is drivingly connected by suitable gears in and 22 to threaded shaft 23 (Fig. 4) which in turn operatively engages an internally threaded portion 24 of carrier member 5 to reciprocate the latter. Motor 25a is similarly connected to shaft 23a to reciprocate inboard member Sprocket chain iii, operatively engaging suitable sprockets l'i and on the driving shafts of motors 25 and 255s respectively, insures identity of rotation of the rods and consequently equality of sliding movement of the inboard and outboard edges of the flap in the embodiment of the invention illustrated Figs. 1 to 7.

Operation of the motors 125 and 25a will cause thecarriers 5 and to and flap to move from the retracted position shown in Fig. 2 to the extended position shown in Fig. i and vice versa.

Suitable switches actuated by carriers 5 and to. may be provided to break the electric circuit to motors and 25a terminate operation of the motors when the carriers reach their ex trerne positions.

Motive power for tilting flap Al is provided by motors l 3c and i l mounted on carriers to and 5 drivingly connected with the inboard and outboard edges, respectively, of the Since the mechanism is the same at each edge, that associated with outboard motor t l only will be described. Motor M is geared to rotate rod is and gear 2?, integral therewith (Fig. 6). Gear 2'! meshes with a gear integral with rod 5 which in turn is rotatably mounted in forked rtion II of member Gear 2&3 also meshes with gear 29 which, in turn, is integral rod I3. The outer end of rod is supported by bracket 32 which, turn, is supported on rod 8 by having rod \5 extend through suitable openings and ii in bracket -Thrust bearing prevents longitudinal rod Rod it is carried by bracket oi which in turn is supported rod t by having the rod extend through openings and in the bracket in the sarne manner bracket A thrust hearing prevents longitudinal movement of rod it. As shown in Figs. 5 and 7, the outer end or the rod is is threaded to engage nut The inner ends or the pairs or linlrs El and t are pivotally connected to nut bolts 36. The

outer ends or links are pivotally connected to portion ill or member by pin 52', and the outer ends of link ii are pivotaily connected to flap l by pin Rotation oi rod it, when the links are in the solid line position in Fig. 5, straightens the links out and tilts the to the position shown in dotted lines. Motor M is roversible to rotate rode it and E5 in the opposite direction caus ng the links to jaclnirnife and the The degree of tilt of each flap may be indicated by suitable gauges D, D (Fig. 1). These gauges may be operatively connected to the flap tilting mechanism in any suitable manner by electric means or by means of a flexible cable geared to be rotated by shaft I5. It is to be understood that the cable hr electric wiring would be provided with sufilcient slack to allow movement of the carrier within the limits of its operation.

Equality of reciprocatory movement of the inboard and outboard edges of the flap to and from the extended position may be efiected by other mechanisms. For instance, the motors may be electrically connected to a source of power so that in the event one edge of the flap leads the other by more than a predetermined amount, the motor driving the leading edge will cease to operate until the trailing edge catches up, at which time both motors will again operate.

Mechanism for producing this equality of movement as illustrated in Figs. 9 to 16 will now be described in detail.

Referring to Fig. 9 taken in conjunction with Fig. 1, motors 25 and 25a are of the shunt-wound, reversible type in which reversing .of the stator field results in reversing the direction of operation of the motor. Electricity is supplied to the stator field of the motors 25- and 25a from a source of power P through starting and stopping switch S3 and a stator field reversing switch S. The switch S is compwed of a pair of pivotally mounted blade elements MI and I02 connected to move together by means of an insulating handle I03 and connected to the source of power P by conductors I00 and I04.

The motors are wired to the switch S in such a manner that when the switch is in the up position with blades IM and I02 in contact respectively with contacts I I4 and I05, electricity will fiow through them in one direction, and when the switch is in the down position with blades IIH and E02 in contact respectively with contacts II 6 and I I 5, electricity will flow through them in the opposite direction. To e fect this result when the switch S is in the up position and switch S5 closed, electricity flows to the motor 25:; through switch S5, conductor I00, blade tilt, contact E05, conductors mm and I06, to connector on motor 25a. The circuit through the motor is completed by means of connector H2, conductors H3 and HM, contact element H4, blade Illl, and conductor I04, to the other side of the source of power P.

Electricity is supplied to the stator field of motor 25 by means of switch S5, conductor I00, blade m2, contact I05, conductors MM and I08 to connector I 09, thence from connector III through conductors H0 and 3a, contact I M,

blade I03, and conductor I 04 to the other side or the source of power.

With the switch in the down position, electricity flows through the stator winding in the opposite direction. Starting with the switch S5, through conductor I00, blade I02, contact element H5, conductors II 3'0 and H3, to connector M2, thence to connector I01, conductors I06 and 608?). contact H6, blade ME, and conductor I04, to the other side of the source of power. The stator winding in motor 25 is supplied through switch s conductor I00, blade I02, contact element H5, and conductor Il3b as previously described, thence to conductor H0 and contact iii. The circuit is completed through contact 50$,conductors I08, I06 and I062), contact H0,

blade Iiil, and conductor I04 to the other side of the source of power.

Coming now to the structure for supplying current to the rotor winding of the motor which is lagging by more than a predetermined amount, and for cutting off the electricity to the rotor winding of the motor which is leading by more than a predetermined amount, there is provided a commutator and slip ring system carried by and rotatably mounted with the rods which drive the flaps to and from extended position, for interconnecting the motors to a source of power.

The specific details of this commutator and slip ring construction will now be described.

Referring to Fig. 15 taken in conjunction with Fig. 9, the commutator system includes a pair of commutators and six slip rings carried by each of rods 23 and 23a. One of the commutators, D, carried by shaft 23a comprises three commutator segments, A, B, and each of which extends 120 circumferentially. These segments are suitably insulated from the rod 23a and from one another, are in non-overlapping relationship circumferentially, and are electrically connected respectively by conductors 41. 48, and 45, to slip rings a, b, and c. The other commutator, H, comprises three commutator segments, E, F, and G, each oi which extends through an arc of 180 and overlaps the other two by 60. Segments E, F, and G are respectively electrically connected by conductors 50', and 52, to slip rings e, f, and g, which are also carried by and suitably insulated from rod 23a.

The angular relationship of the commutator segments will now be described. Segments A, B, and C are respectively symmetr cally disposed circumferentialiy with respect to segments E. F, and G.' In view of the fact that the relationship of segments A" to E is identical with that of'B to F, and C to G, the relationship of segments A to E only will be described. As shown in Fig. 16, segment E extends 30 beyond each end of segment A. Segment E overlaps segment G by 60 and segment F by 60 also, while segments F and G overlap segment A by 30. This angular relationsh p-of segments is the preferred one. but it is obvious that the overlapping relationship may be varied within limits as long as current is furnished to the motors to produce the desired result.

Shaft 23 is provided with an identical arrangement comprising a commutator D having segments A, B, and C, each subtending an arc of 120 and arranged in non-overlapping relationship, as well as slip rings e. f, and g electrically connected by conductors l1, 48 and 49 correspondnig to conductors 41, 48, and 49. This system also includes a commutator H provided with three commutator segments. E, F; and G. each of which is arranged to subtend an arc of 180, to overlap the other two by an arc of 60, and electrically connected by conductors 50, 5 and 52 to slip rings e. j. and g, carried bv and insulated from the rod 23. All 01' this structure is identical with the corresponding structure shown in Fig. 15.

Referring toFig. 9, taken in conjunction with Fig. 15, it will be noted that certain of the commutator segments are electrically interconnected by means of a system of brushes and commute.- tors.

Thus, commutator segments A and E are electrically connected by slip rings a and e, brushes I4 and 82 and conductor 83 (it being understood that the commutator segments and slip rings are electrically connected as shown in Fig. 15); segments B and F by slip rings b and f, brushes 6! and 65, and conductor 66; segments C and G by slip rings 0 and g, brushes l0 and 68 and conductor 69.

Similarly, segments E and A are connected by slip rings e, and brushes and E3, and conductor 54; segments 25 and B by slip rings 1 and b, brushes 58 and 56, and conductor 51; segments G and C by slip rings 9 and c, brushes ii and 59 and conductor 60.

The brushes associated with the slip rings are constantly in contact therewith. The brushes associated with the commutator segments are adapted to successively .contact the same. Thus, commutator segments A, B and C are adapted to successively engage brush II-which, in turn, is connected by conductor 79 to connector 80 of motor 250. Operatively associated with commutator segments E, F and G'.respectively are brushes 12, I3 and H. These brushes are connected together and-by means of conductor 8 ito one terminal of a source of power P. Similarly, commutator segments A, B and C are adapted to engage brush [8 which is connected by conductor 83 to connector 84 of motor 25. Segments E, F and G have associated therewith respectively brushes 15, 16 and 17 connected together and-by means of conductor 82-7-41) one side of the source of power P.

The electrical circuits to the stator fields oi the motors 25 and 25a are controlled by the relative angular positions 01 shafts 23 and 23a and consequently the angular positions or commutators D and H on shaft 23a with respect to the angular positions of theeommutators D and H on shaft 23. These circuits are so arranged that rotor field of motor 230 is energized by a cir cuit through commutators D and H, while the rotor field oi motor 25 is energized by a circuit through commutator-s D and H. Typical circuits will now be described to show that electricity is always supplied to the lagging motor as well as to the leading motor-if it is not leading by more than a predetermined amount-and to the lagging motor only if the other motor is leading by more than a predetermined amount.

, Referring now to Fig. 10, taken in connection with Figs. 9 and 15, the edges of the flap are abreast and the motors in phase. Current is supplied trom one terminal of the source of power P to the rotor of motor 25a by conductors I00 and 85, connectors 86 and 80, conductor 19, brush H, commutator segment A, slip ring a, brush 53, conductor 54, brush 55. slip ring e, conductor 50, commutator segment E, brush (5 and conductor 82 to the other terminal oi-the source 01' power P. Current is supplied. to motor 25 from one terminal of the source of ower P by conductors I00 and 81, connectors 88 and 84, conductor 8!. brush It, commutator segment A, conductor 41, slip ring a, brush 56, conductor E3. brush 8!, slip ring e, conductor 50', commutat r segment E, brush i2 and conductor 81, to the other terminal of the source of power P. As long as the motors are in phase with the edges of the flap substantially abreastcurrent will be supplied to both motors for the following reason:

From the foregoing description it is readily apparent that when the motors are in phase and commutator segments B and B are in contact with their respective brushes the circuit is complete to motor 25 through commutator segment F and associated slip rings and wiring, while cur ent is supplied to motor 25a by means of ;nu.tator segment F and associated slip rings, oi ashes and Wiring. Similarly, when commutator segments C and C are in contact with their respective brushes current is supplied to motor 25 through commutator segment G and associated slip rings, brushes and wiring, while current is supplied to motor 2511 through commutator segment G through associated slip rings, brushes and wiring.

Considering now a situation in which one motor is leading by more than a predetermined amount, a circuit will be traced showing how current is supplied to the lagging motor only, current to the leading motor being cut oif. Such a situation is illustrated in Fig. 11 with the shafts and consequently the commutators moving in a counter-clockwise direction. Motor 25 is shown to be leading motor 25a sufficiently so that brush 18 is in contact with commutator segment C, while the corresponding brush ll of motor25a is still in contact with segment A. With the parts in this position, current is supplied to motor 25a from one terminal of the source of power P by conductors I and 85, connectors 86 and 80, conductor 19, brush 1!, commutator segment A, conductor 41', slip ring a, brush 53, conductor 54, brush 55, slip ring e, conductor 56, commutator segment E brush 15 and conductor 82 to the other terminal of the source of power P. In view of the fact that the commutator segment G carried by shaft 23a is out of phase with respect to the commutator segment C on shaft 23 by more than a predetermined amount, current to motor 25 will be cut off. In tracing this circuit through, starting with one terminal of the source of power P, through conductors Hi6 and 81, connectors 68 and 84, conductor 83, brush 18, commutator segment C, conductor 49, slip ring 0, brush 1'0, conductor 69, brush 68, slip ring 9', conductor 52', commutator segment G, it will be noted that the commutator segment G is not in contact with its associated brush and therefore no 312i; will flow.

Coming now to the situa n where the motor 251; is leading by more i a predetermined amount, when the flap is being moved to extended position, referring to Fig. 12, current is supplied to the lagging motor 25 from one terminal of the source of power P by conductors I00 and 81, connectors 88 and 84, conductor 83, brush 18, commutator segment A, conductor 41, slip ring a, brush 64, conductor 63, brush 62, slip rii ductor i), commutator segment E, and conductor 8i to the other terminal or 1 source of power. Current is not supplied to leading motor 25a as may be established by tracing the following circuit:

Starting from one terminal of the source oi power P, through conductors Hi6 and connectors 86 and 80, conductor 19, brush ii, commutator segment C, conductor 49", slip ring 0, brush 59, conductor 611, brush 6i, slip ring g, conductor 52, commutator segment G. It will be noted that commutator segment G is not in contact with its brush 1'! and therefore no current will flow.

Coming now to the situation where the flap is being retracted, as shown in Fig. 13, with motor 25 leading by more than a predetermined amount. Current is supplied to the lagging motor 25a from one terminal of the source of power P by conductors I06 and 85, connectors 86 and 80, conductor 19, brush 1!, commutator segment A, conductor 41, slip ring a, brush 53, conductor 54, brush 55, slip ring e, conductor 50, commutator segment E,

brush 15 and conductor 82 to the other terminal of the source of power.

A circuit will now be traced showing that current is cut off to the leading motor 25. Starting with one terminal of the source of power P through conductors I00 and 81, connectors 88 and 84, conductor 83, brush 18, commutator segment B, conductor 48, slip ring b, brush 61, conductor 66, brush 65, slip ring f, conductor 5| and commutator segment F. Since commutator segment F" is not in contact with its brush 13 no current will flow.

Coming now to the situation where-the flap being retractedthe motor 25a is leading by more than a predetermined amount and stopping, the motor 25 lagging by more than a predetermined amount and continuing to operate. Referring to Fig. 14, current to the lagging motor 25 is supplied from one terminal of the source of power P through conductors I06 and 81, terminals 88 and 84, conductor 83, brush 18, commutator segment A, conductor 41, slip ring a, brush 64, conductor 63, brush 62, slip ring e, conductor 50, commutator segment E, brush 12, and conductor Bl to the other terminal of the source of power. Current to the leading motor 25a is cut off as will be shown by tracing the circuit. Starting with one terminal of the source oi power P through. conductors I00 and 65, connectors 86 and 80, conductor 19, brush 1!, commutator segments B, conductor 48', slip ring D, brush 56, conductor 51, brush 58, slip ring 1, conductor 48, and commutator segment F. Since commutator segment F is not in contact with its brush 16,'current will not flow.

From the above typical circuits it will be apparent that electrical energy will be supplied to the lagging motor only when the lag is by more than a predetermined amount and to both motors when the lag is less than a predetermined amount and that the arrangement is operative to obtain this result wien the flap is moving to either the extended or retracted position.

It is to be understood that the invention may take various physical forms, it being intended to be limited only by the appended claims.

I claim:

1. In combination, a pair of driven elements, a source of power, a driving element operatively connected to each driven element, a pair of commutators carried by each driven element, one commutator of each pair comprising three equal segments oircumferentially arranged in contiguous non-overlapping relationship, the-other commutator of each pair comprising three equal segments circumferentiaily arranged in predetermined overlapping relationship, each segment of said one commutator being symmetrically disposed With respect to a separate one of the seg rnents of said other commutator, means electrically connecting one commutator of one pair and the other commutator of the other pair to said source of power and one of said driving elements, and means electrically connecting the other commutator of said one pair and one commutator of said other pair to said source of power and to the other of said driving elements.

2. In combination, a pair of driven elements, a source of power, a driving element operatively connected to each driven element, a pair of commutators carried by each driven element, one commutator of each pair comprising three 20 segments circumferentially arranged in non-overlapping relationship, the other commutator of each pair comprising three 129 segments cumferentially arranged in 60 overlapping relationship with respect to each other, the three 120 segments being symmetrically arranged with respect to the three 180 segments, each 120 and 180 segment of one pair being electrically con nected to its correspondingly positioned 180 and 120 segment respectively of the other pair, means electrically connecting one commutator of one pair and the other commutator of the other pair to said source of power and to one of said driving elements, and means electrically connecting the other commutator of said one pair and the one commutator of said other pair to said source of power and to the other of said driving ele ments.

3. In combination, an airplane wing, an extensible and retractable member in said wing, means for moving said member to and from a retracted position comprising motors drlvingly connected to the inboard and outboard edges, re-

spectively, of said member, and means for controlling the operation of said motors constructed and arranged so that themotor driving an edge that is leading will cease to drive until the inboard and outboard edges of said member are abreast including a pair of driven elements, one of which is operatively connected to each of said motors, a source of power, a driving element operatively associated with each driven element, a pair of commutators, one commutator being carried by each driven element, said commutators being electrically connected to said source of power and to one of said driving elements, said commutators being constructed and arranged to supply current to both motors when said driven elements are maintaining equality of advance and to the motor driving the lagging element only when that element is lagging by more than a predetermined amount.

'I'I-IEOPHILE or: PORT. 

